Single side truss stacker

ABSTRACT

A truss stacking system has a main conveyor for conveying trusses of a plurality of diverse designs out of a production facility and into a stack building yard or warehouse. The main conveyor is attended by a dedicated truss stacking station for each of the diverse designs, and which station includes a truss lift sub-station and a stack-forming sub-station. Each truss lift sub-station has at least a pair of traveling masts that each raises and lowers at least one bunk (eg., fork). The bunks are raised to lift a selected truss off the outflow conveyor, the masts are driven on an outbound journey to support the lifted bunk in the airspace above the stack-forming station, and then the bunks are lowered to rest the truss on the stack. Stop posts assist in stripping the truss off the bunks.

CROSS-REFERENCE TO PROVISIONAL APPLICATION(S)

This application is a continuation-in-part of U.S. patent application Ser. No. 15/935,169, filed Mar. 26, 2018, now U.S. Pat. No. 10,662,004; which is a continuation-in-part of U.S. patent application Ser. No. 15/729,785, filed Oct. 11, 2017, now abandoned; which claims the benefit of U.S. Provisional Application No. 62/407,100, filed Oct. 12, 2016. The foregoing patent disclosure(s) is(are) incorporated herein by this reference thereto.

BACKGROUND AND SUMMARY OF THE INVENTION

The invention relates to article handling and, more particularly, to a truss stacker (or alternatively referred to also as, a truss stacking system).

It is an object of the invention to provide a single side truss stacker.

It is another object of the invention to provide a process line of plural single side truss stacking stations working to the side of (or straddling) a conveyor carrying an outflow of freshly made trusses from a truss making plant.

Single side truss stacking makes sense to conserve workspace in the work yard where the trusses are stacked. In a typical work yard, the land vehicles require much more real estate than the line of truss stacking stations. The land vehicles include the fork trucks that lift the stacks of trusses and the semi-tractors and flat bed trailers on which the fork trucks load the stack of trusses for delivery away from the plant. Stacks of large trusses nowadays often require two, sometimes three, fork trucks working in concert. The amount of space required to make a 90° pivot, let alone a 180° pivot, is substantial.

So as a practical matter, it is impractical to stack on both sides of the process line because the real estate needs of the land vehicles is so great that the overall size of the work yard would be twice what a single side truss stacking line requires. In other words, the size of the work yard can literally be halved for a single side truss stacking line. The single side truss stacking line can be set up along a property line or the like where the work yard is landlocked, thereby maximizing the rest of the real estate that is available for the maneuvering of the large heavy land vehicles.

It is a further object of the invention to avoid hydraulics as well as scissor jacks. It is a corollary object of the invention that the power needs are met by electric power supply to electrodynamic appliances that power such drive trains utilizing any of gear, sprocket, spindle, chain, cable and so on:—but not hydraulics or scissor jacks.

It is a further object of the invention to configure the outflow conveyor as a series of generously spaced hurdles wherein the cross bar of which are rollers. Spacing which is generous is in the neighborhood of six feet (˜2 m) and greater. However, less generous spacing will serve the purpose. In the preferred embodiment, every other roller is driven, and the alternate rollers are idlers. In any event, not every roller need be driven. This spacing between the rollers provides the advantage of allowing workers to comfortably walk between spaced rollers. Among other reasons for facilitating pedestrian traffic between rollers includes the following. If for any reason any of the truss lift sub-stations stops working or else is taken offline (as for maintenance or the like), workers can still work manually in teams to lift off trusses transiting on the outflow conveyor and carry the trusses sideways to the stack forming sub-station. And the conveyor will pose no impediment to the manual lift and carry operation.

Preferably the driven rollers all have their own independent drives. They should turn at more or less the same speed, but exact precision is not needed.

A number of additional features and objects will be apparent in connection with the following discussion of the preferred embodiments and examples with reference to the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

There are shown in the drawings certain exemplary embodiments of the invention as presently preferred. It should be understood that the invention is not limited to the embodiments disclosed as examples, and is capable of variation within the scope of the skills of a person having ordinary skill in the art to which the invention pertains. In the drawings,

FIG. 1 is a perspective view of a truss stacking system in accordance with the invention, wherein at least two truss stacking stations are in view, each comprising a truss lift sub-station and a stack forming sub-station;

FIG. 2 is a perspective view comparable to FIG. 1 except showing a supply of freshly-made trusses exiting a window from a truss-making plant and transiting along an outflow conveyor, comprising a roller conveyor bed;

FIG. 3 is an enlarged-scale perspective view comparable to FIG. 2 except showing, on an enlarged-scale, a single truss stacking station from FIG. 2;

FIG. 4 is an enlarged-scale perspective view comparable to FIG. 3 except further showing on an even furthermore enlarged-scale the downline mast of the truss-lifting half of the single truss stacking station in FIG. 3;

FIG. 5 is an enlarged-scale side elevation view taken in the direction of arrows V-V in FIG. 4;

FIG. 6 is a side elevation view comparable to FIG. 5 except showing the masts lifting the bunks (eg., forks) and hence a truss to an elevated position (wherein only the mast and bunk in the foreground of FIG. 6 are discernible);

FIG. 7 is an enlarged-scale side elevation view of detail VII-VII indicated in FIG. 5;

FIG. 8 is a reduced-scale side elevation view comparable to FIG. 5 except showing the sideways trajectory of a truss in dashed-line arrows from being lifted off the roller conveyor bed to being deposited at the stack forming sub-station characterized by a plurality of ground stand-offs (eg., comprising for example and without limitation parallel rows of I-beams as shown better in FIG. 3 or 19);

FIG. 9 is a side elevation view comparable to FIG. 8 except showing a truss in solid lines lifted above the plane of the roller conveyor bed, and held aloft in the airspace above the roller conveyor bed, by the respective bunks (eg., forks) of the pair of masts of this truss stacking station (as shown in perspective in FIG. 4) (wherein only the mast and bunk in the foreground of FIG. 9 are discernible);

FIG. 10 is a side elevation view comparable to FIG. 9 except showing the pair of masts (only the mast in the foreground of FIG. 10 is discernible) traveling across a rail and track system therefor to transport the lifted truss to an elevated position over the ground stand-offs of the stack forming sub-station;

FIG. 11 is a side elevation view comparable to FIG. 10 except showing that the pair of masts (only the mast in the foreground of FIG. 11 is discernible) have completed the transit across the rail and track system and support the lifted truss in an elevated position in the airspace above the ground stand-offs of the stack forming sub-station;

FIG. 12 is a side elevation view comparable to FIG. 11 except showing the masts lowering their respective bunks (wherein only the mast and bunk in the foreground of FIG. 12 are discernible) to deposit the truss on top of the ground stand-offs of the stack forming sub-station (but if any earlier trusses were stacked, then the bunks would be depositing the lifted truss on top of the stack);

FIG. 13 is an enlarged-scale top plan view taken in the direction of arrows XIII-XIII in FIG. 12 and showing the one bunk in the view in retreat under the lifted truss as the masts return to the home position therefor (masts not shown), wherein a stop post is cooperating in stripping the lifted truss off the bunk;

FIG. 14 is a side elevation view that is counterpart to FIG. 13 and showing the pair of masts (only the mast in the foreground of FIG. 13 is discernible) returning back across the rail and track system therefor to return to a home position as well as the stop posts cooperatively stripping the lifted truss off the bunk;

FIG. 15 is a side elevation view comparable to FIG. 14 and showing further progress of the pair of masts (only the mast in the foreground of FIG. 15 is discernible) returning back to the home position therefor, and moreover showing further progress of the lifted truss being stripped off the bunks by the truss-stripping stop posts distributed in a pattern for this purpose;

FIG. 16 is a side elevation view comparable to FIG. 8 inasmuch as showing that the pair of masts (only the mast in the foreground of FIG. 16 is depicted) have indeed returned back to the home position therefor, which is the same position as in FIG. 8, and moreover showing that the first truss of the stack lies horizontally on the ground stand-offs therefor (and which truss will thereby represent the bottommost truss of this stack);

FIG. 17 is a side elevation view comparable to FIG. 16 except showing that the stack now comprises several trusses stacked horizontally on top of each other, wherein FIG. 7 shows better the detector that is mounted in a plane below the bunks that senses the elevation of the top of the stack such that the masts do not drive the bunks into the top of the stack when lowering the current lifted truss onto the top of the stack, and wherein preferably this detector comprises a laser device and the beam axis therefor is indicated in dashed lines;

FIG. 17A is block diagram perspective view of the truss stacking system in accordance with the invention showing that the work yard comprises an indefinite number of sets of lift and stack forming sub-stations, wherein each set of lift and stack forming sub-stations might not just be a pair but might comprise three or more masts and not just two as illustrated, and wherein each truss stacking station is associated with a detector, preferably comprising an identifying and motion detecting function for both ‘identifying’ if the given truss is to be lifted by the respective truss lift sub-station and, if so, then also ‘timing’ when to lift the truss as it travels along;

FIG. 18 is a side elevation view taken in the direction of arrows XVIII-XVIII in FIG. 3;

FIG. 19 is an enlarged-scale perspective view of detail XIX-XIX indicated in FIG. 3;

FIG. 20 is an enlarged-scale side elevation view of detail XX-XX indicated in FIG. 18;

FIG. 21 is a perspective view comparable to FIG. 1 showing the truss stacking system in accordance with the invention, except including the work yard being populated by a fork lift and part of tractor trailer load of a stack of completed trusses;

FIG. 22 is block diagram perspective view comparable to FIG. 17A showing the truss stacking system in accordance with the invention including a stretch (ie., lineal or longitudinal length) along the outflow conveyor affording lineal (or longitudinal) worker work space for manual off-loading of trusses off the outflow conveyor, as in case of power failure or other disabling events to any or all of the automated stack forming sub-stations;

FIG. 23 is a perspective view comparable to FIG. 3 showing the truss stacking system in accordance with the invention, except further showing that the fork lift has hit one of the ground stand-off I-beams, knocking it ajar or perhaps bending it, and moreover showing that the relatively up-line mast for the one stack forming sub-station that is in full view is parked on the outbound far side (stack forming side) of the outflow conveyor while the relatively downline mast is parked in the home position;

FIG. 24 is an enlarged-scale elevational view of the detail XXIV-XXIV in FIG. 7;

FIG. 25 is an enlarged-scale elevational view of the detail XXV-XXV in FIG. 7;

FIG. 26 is a side elevational view of a prior art apparatus for stacking wood roof trusses in accordance with prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995, and corresponding to FIG. 3 therein, showing one transporter thereof in a fully elevated and fully right extended condition, the disclosure of which patent document is incorporated herein by this reference thereto;

FIG. 27 hereof is a top plan view of FIG. 26 and corresponds to FIG. 4 of prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995; and

FIG. 28 a side elevational view comparable to FIG. 26 of the prior art apparatus for stacking wood roof trusses in accordance with prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995, except with the transporter exploded in part.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIGS. 1, 2 and 17A show a truss stacking system 50 in accordance with the invention. The truss stacking system 50 comprises between one and a plurality of truss stacking stations 100-I, 100-II . . . 100-N in accordance with the invention, preferably a plurality, arranged in a process line 104 determined by an outflow conveyor 106. Each truss stacking station 100-I, 100-II . . . 100-N comprises a truss lift sub-station 110 and a respective stack forming sub-station 112.

The drawings show the outflow conveyor 106 to comprise a roller conveyor bed 106 permanently install'ed (ie., more or less permanently) in a work yard 114 adjacent to a truss-making plant 116. Typically freshly made trusses 120-I-A, 120-II-A and so on (eg., trusses of a Type I style, and a Type II style and so on) transit out of the truss-making plant 116 on the roller conveyor bed 106 (eg, wherein riding on the roller conveyor bed 106 corresponds to State A for the trusses 120, in contrast to State B which corresponds to the steps of being lifted and stacked in a stack 122, and State C which corresponds to resting in a stack 122, except State D corresponds to being the bottommost truss in a stack 122).

The trusses 120-I-A, 120-II-A and so on are typically roof trusses or floor trusses. The work yard 114 is typically outdoors relative to the indoor truss-making plant 116. But the work yard 114 can optionally be covered and still be outdoors, or fully enclosed and thus have its own indoor environment. However, being outdoors and uncovered is more typical.

FIGS. 1, 2 and 17A show that the truss-making plant 116 has an exterior wall formed with an opening 124 (eg., an open window 124) that can be covered by a flap. FIG. 2 shows that freshly made trusses 120-I-A, 120-II-A are conveyed from within inside the truss-making plant 116 to transit through the opening 124 therefore and to be continued to be conveyed on the roller conveyor bed 106 therefor.

Hence the roller conveyor bed 106 carries away the outflow of freshly built wooden trusses 120-I-A, 120-II-A from the truss-making plant 106. Indeed, at any given moment, a plurality of such freshly made wooden trusses 120-I-A, 120-II-A are being propelled along over the tops of the roller conveyor bed 106.

The roller conveyor bed 106 comprises a series of generously spaced hurdles 126 wherein the cross bars of which are rollers 128,132. Spacing which is generous is in the neighborhood of six feet (˜2 m) and greater. However, less generous spacing will serve the purpose. In the preferred embodiment, every other roller 128 is driven, and the alternate rollers 132 are idlers. In any event, not every roller 128,132 need be driven. This spacing between the rollers 128,132 provides the advantage of allowing workers 134 to comfortably walk between spaced rollers 128,132. Among other reasons for facilitating pedestrian traffic between rollers 128,132 includes the following. If for any reason any of the truss lift sub-stations 110 stop working or else are taken offline (as for maintenance or the like), workers 134 can still work manually in teams to lift off trusses 120-I-A, 120-II-A transiting on the outflow conveyor 106 and carry the trusses 120-I-A, 120-II-A sideways to the respective stack forming sub-station 112. And the conveyor 106 will pose no impediment to the manual lift and carry operation.

Preferably the driven rollers 128 all have their own independent drives 138. They should turn at more or less the same speed, but exact precision is not needed. The drawings show that each hurdle 126 of a driven roller 128 has an electric drive motor 138 mounted thereto.

Ultimately the roller conveyor bed 106 transports the freshly made trusses 120-I-A, 120-II-A past one or more truss stacking stations 100-I, 100-II . . . 100-N in accordance with the invention.

FIG. 2 shows trusses 120-I-A, 120-II-A being transported along the roller conveyor bed 106 and taken out of the factory's exit window 124 therefor.

FIGS. 3 and 4 zoom in on the second downline truss stacking station 100-II shown in FIGS. 1 and 2. It comprises a pair of masts 140 carried by respective carriages 142 that ride over respective rail and track systems 144 therefor. Each mast 140 elevates and lowers its own respective bunk 146 (eg., fork). The truss stacking station 100-I, 100-II . . . 100-N might comprise three or four masts 140, depending on the size of the trusses 120-I-A, 120-II-A to be stacked.

In FIGS. 1-5, the masts 140 and carriages 142 and bunks 146 are shown in a ‘home’ position 150. Hence, for orientation of directions side to side, the masts 140 and carriages 142 as shown in these views are parked along the ‘home’ side 148 of the roller conveyor bed 106. The opposite side of the roller conveyor bed 106 is the ‘stack forming’ side 152. Hence the “home” position 150 is where the mast 140 and carriage 142 are parked along the home side 148 of the roller conveyor bed 106, and bunk 146 is in a lowered position (at least below the conveyance plane 156 of the roller conveyor bed 106). The “home” position 150 is detected by lasers, optics, limiter switches or the like (eg., see 200 in FIG. 17A).

FIG. 6 shows that the masts 140 (only foreground mast 140 in view) have elevated the bunks 146 which in turn have lifted a given truss 120-II-B above the plane 156 of the roller conveyor bed 106. The timing of the lift is timed by detectors 200 better shown in FIG. 17A. The rollers 128,132 of the roller conveyor bed 106 keep rolling and do not stop. It is the elevating of the bunks 146 underneath the selected truss 120-II-B that lifts the truss 120-II-B off the roller conveyor bed 106, and hence suspends further downline travel.

FIG. 7 shows:—

-   -   a mast 140,     -   a horizontally-traveling carriage 142 for carrying the mast 140,     -   portions of a bunk 146,     -   a vertically-traveling bracket 158 mounted on the mast 140 and         cantilevering the bunk 146,     -   an electric-motor driven chain drive system 162 for elevating         and lowering the bracket 158 and bunk 146 thereof,     -   festooned electric conductors 164 for supplying the         electric-motor driven chain drive system 162 for elevating and         lowering the bracket 158 and bunk 146 thereof,     -   a horizontal rail and track system 144 for the carriage 142 to         travel to and fro across,     -   an electric-motor driven chain drive system 166 for driving the         carriage 142 on an outbound and inbound trips back and forth         from the home side 148 to the far side of the stack forming side         152,     -   an I-beam 168 anchored on the ground and extending left and         right under the plane 156 of the roller conveyor bed 106 from         the home side 148 to the stack forming side 152,     -   the I-beam 168 having an upper pair of flanges 172 (only the         downline flange 172 is in view),     -   an inverted-V shaped, sharp-crested rail 174 mounted on top of         the upper pair of flanges 172 of the I-beam 168 (see also FIG.         20),     -   a pair of left and right V-grooved rail-riding wheels 176 (left         and right given the orientation of the view) for riding on the         inverted-V shaped, sharp-crested rail 174 (see also FIG. 20),     -   a left-side only pair of front and back cam-rollers 178 for         rolling against the undersurface of the upper flanges 172 of the         I-beam 168 (left given the orientation of the view, and ‘front’         or downline roller in view since they are mounted on a common         upline-downline axis 180) (see also FIGS. 20, and 17A),     -   right-side only chin strap 182 stopping against the undersurface         of the upper flange(s) 172 of the I-beam 168 in the unwanted         circumstance that the mast 140 would be tipped counterclockwise         in the view (wherein the mast 140 should never experience a         counterclockwise tip over event, since all the applied vertical         loads are always along a vector somewhere in the middle of the         bunk 146, and which thereby justifies why only a left-side pair         of cam rollers 178 are utilized:—right-side cam rollers 178         would be non-involved) (again, orientations are relative the         vantage point of the view) (see also FIG. 20), and     -   a detector 154 that is mounted in a plane below the bunk 146         that senses the elevation of the top of the stack 122 such that         the mast 140 does not drive the bunk 146 down into the top of         the stack 122 when lowering the currently lifted truss 120-II-B         onto the top of the stack 122, and wherein preferably this         detector 154 comprises a laser device 154 and the beam axis 156         therefor is indicated in dashed lines.

Aspects mentioned above concerning the horizontal rail and track system 144, the I-beam 168, the upper flanges 172 thereof, the inverted-V shaped, sharp-crested rail 174, a representative one of the pair of the V-grooved rail-riding wheels 176, the pair of cam-rollers 178, and the chin strap 182 are shown better in FIG. 20.

FIGS. 8-12 and then 14-16 show basically that the mast 140 and bunk 146 have a travel circuit that is characterized by the following positions and/or movements:—

-   -   a home position 150 (mast 140 retracted to the home side 148 of         the roller conveyor bed 106, bunk 146 at an elevation below the         plane 156 of the roller conveyor bed 106);     -   a bunk 146 elevating movement 186 lifting a selected truss         120-II-A off the roller conveyor bed 106);     -   an outbound transit movement 188 where the mast 140 travels from         the home side 148 of the roller conveyor bed 106 to the         stack-forming side 152 and where the bunk 146 (in cooperation         with one or more other bunks 146) suspends the selected truss         120-II-B in the airspace above the stack 122 (or at least above         ground stand-offs 192 on which the first truss 120-II-D is         directly deposited upon);     -   a lowering movement 194 for the bunks 146 wherein the selected         truss 120-II-B is deposited on top of the stack 122 (or to be         the first truss 120-II-D of the stack 122); and then     -   a return to home position 150 movement 196 for both the mast 140         and bunk 146, albeit the mast 140 and bunk are driven separately         by their respective drive systems 166 and 162.

To go all the way back to FIG. 2, it shows a worker 134 carrying a remote control unit 136. He now has control for the length of time for this pause. When the mast 140 and bunk 146 have moved the selected truss 120-II-B to the position of FIG. 11, preferably there is a pause in the movements of both the mast(s) 140 and bunk(s) 146. This gives the worker 134 the opportunity to walk around and under the truss 120-II-B to see if the nail plates have been set adequately, and/or do other inspections. When satisfied, with his or her remote control unit 136, he or she would enter a signal from the remote control unit 136 for the mast 140 and bunk 146 to complete the deposit of the truss 120-II-B on the stack 122. After that, and given the situation of things in FIG. 2, he or she can now inspect the recently-stacked truss 120-II-D (or 120-II-C) from above. Hence the worker 134 gives him or herself the opportunity to inspect each truss 120 from above and below.

So again, FIGS. 1-3 show at least two truss stacking stations 100-I, 100-II in accordance with the invention, wherein each comprises a truss lift sub-station 110 and a stack forming sub-station 112. The outflow conveyor 106 catches and carries a supply of freshly-made trusses 120-I-A, 120-II-A exiting a window 124 from a truss-making plant 116. FIG. 4 shows a selected truss 120-II-A arriving at the respective truss stacking station 100-II suited for it. FIG. 6 shows the masts 140 lifting the bunks 146 (eg., forks) and hence the selected truss 120-II-B to an elevated position (in all the side elevation views that follow, only the mast 140 and bunk 146 in the foreground are discernible).

FIG. 8 shows things as they were in FIG. 5 but is illustrated on a reduced-scale size to further show the stack-forming sub-station 112. FIG. 9 shows things as they were in FIG. 6 but is illustrated on a reduced-scale size to further show the stack-forming sub-station 112. In both FIGS. 8 and 9, the trajectory of the truss 120-II-B is shown in dashed-line arrows from being lifted off the roller conveyor bed 106 to being deposited at the stack forming sub-station 112 characterized by a plurality of ground stand-offs 192 (eg., comprising for example and without limitation parallel rows of I-beams as shown better in FIG. 3 or 19). So FIG. 9 shows the selected truss 120-II-B in solid lines and lifted above the plane 156 of the roller conveyor bed 106, and held aloft in the airspace above the roller conveyor bed 106, by the respective bunks 146.

FIG. 10 shows the masts 140 traveling across the rail and track system 144 therefor to transport the lifted truss 120-II-B to an elevated position over the ground stand-offs 192 of the stack forming sub-station 112. FIG. 11 shows the masts 140 have completed the transit across the rail and track system 144 and support the lifted truss 120-II-B in an elevated position in the airspace above the ground stand-offs 192 of the stack forming sub-station 112. FIG. 12 shows the masts 140 lowering their respective bunks 146 to deposit the truss 120-II-B on top of the ground stand-offs 192 of the stack forming sub-station 112 (but if any earlier trusses 120-I-D, 120-II-C were stacked, then the bunks 146 would be depositing the lifted truss 120-II-B on top of the stack 122).

FIG. 13 is a top plan view taken in the direction of arrows XIII-XIII in FIG. 12. It shows a representative one of the pair of bunks 146 in retreat under the lifted truss 120-II-B as the masts 140 return to the home position 150 therefor. A stop post 198 is cooperating in stripping the lifted truss 120-II-B off the bunk 146.

FIG. 14 returns to being a side elevation view comparable to FIGS. 8-12 and shows the masts 140 returning back across the rail and track system 144 therefor to return to the home position 150. Again, the stop posts 198 are cooperatively stripping the lifted truss 120-II-B off the bunks 146. FIG. 15 shows further progress of the masts 140 returning back to the home position 150 therefor, and moreover showing further progress of the lifted truss 120-II-B being stripped off the bunks 146 by the truss-stripping stop posts 198, which are distributed in a pattern for this purpose. FIG. 16 shows things in a position comparable to FIG. 8 inasmuch as showing that the masts 140 have indeed returned back to the home position 150 therefor, which is the same position as in FIG. 8, and moreover showing that the first truss 120-II-D of the stack 122 lies horizontally on the ground stand-offs 192 therefor (and which truss 120-II-D will thereby represent the bottommost truss 120-II-D of this stack 122).

FIG. 17 shows that the stack 122 now comprises several trusses 120-II-D, 120-II-C stacked horizontally on top of each other. FIG. 12 shows better the detector 154 that is mounted in a plane below the bunks 146 that senses the elevation of the top of the stack 122 such that the masts 140 do not drive the bunks 146 down into the top of the stack 122 when lowering the current lifted truss 120-II-B onto the top of the stack 122. Preferably this detector 154 comprises a laser device 154 and the beam axis 156 therefor is indicated in dashed lines in FIG. 7.

FIG. 17A is block diagram perspective view of the truss stacking system 50 in accordance with the invention showing that the work yard might comprise an indefinite number of sets of lift and stack forming sub-stations 110 and 112. The sets 110 and 112 might not always be pairs. Each set of lift and stack forming sub-stations 110 and 112 might comprise three or more masts 140 and not just two as illustrated.

More significantly as shown in FIG. 17A, each truss stacking station 100-I, 100-II . . . 100-N (whether it be two masts 140 or more) is associated with a detector 200, preferably comprising an identifying and motion detecting function for both ‘identifying’ if the given truss 120-I-A, 120-II-A . . . is to be selected for lifting by the respective truss lift sub-station 110 and, if so, then also providing a signal for figuring the ‘timing’ when to lift the truss 120-I-A, 120-II-A . . . as it travels along the outflow conveyor 106. The timing does not have to be perfect. The stop posts 198 are arranged to serve a second function beyond stripping alone. That is, the stop posts 198 are arranged to induce the trusses 120-I-A, 120-II-A . . . to stack in neat stacks 122.

FIG. 21 is a perspective view comparable to FIG. 1 showing the truss stacking system 50 in accordance with the invention, except including the work yard 114 being populated by a fork lift and part of tractor trailer load of a stack 122 of completed trusses 120-I-A. There are several hazards to equipment in the work yard 114. There are fork lifts buzzing around, semi tractors rumbling around, all which when reversing beep incessantly, tending to cause distraction. Space is usually cramped. Visibility is not good for the eighteen wheelers because of the size of the rigs and lack of maneuverability in the close quarters. Fork lifts notoriously support their loads directly in front of their operators field of view. Collisions happen, and while typically at low speed, fork lifts have tremendous mass so even low speed collisions have substantial momentum.

FIG. 22 is block diagram comparable to FIG. 17A showing the truss stacking system 50 in accordance with the invention except further showing that a stretch (ie., lineal or longitudinal length) along the outflow conveyor 106 is left open in order to provide workers 134 with a lineal (or longitudinal) work space for manual off-loading of trusses off the outflow conveyor 106. This is provided in case of power failure or other disabling events to any or all of the automated stack forming sub-stations 100-N. The roller conveyor outflow conveyor 106 can free spool so that trusses can be manually motivated down line and out of the truss-making plant 116.

FIG. 23 is a perspective view comparable to FIG. 3 showing the truss stacking system 50 in accordance with the invention, except further showing that the fork lift has hit one of the ground stand-off I-beams 192, knocking it ajar or perhaps bending it, and moreover showing that the relatively up-line mast 140 for the one stack forming sub-station 100-II that is in full view is parked on the outbound far side (stack forming side 152) of the outflow conveyor 106 while the relatively downline mast 140 is parked in the home position 150.

FIG. 24 is an enlarged-scale elevational view of the detail XXIV-XXIV in FIG. 7. It shows the ground of the work yard 114, the electric-motor driven chain drive system 166 for driving the carriage 142 outbound and inbound, I-beam 168, the left-side only pair of front and back cam-rollers 178, the upper pair of flanges, 172 of I-beam 168, the inverted-V shaped sharp-crested rail 174, the left and right V-grooved rail-riding wheels 176, and the ‘home’ side 148 of the roller conveyor bed 106.

The electric-motor driven chain drive system 166 for driving the carriage 142 outbound and inbound on the I-beam 168 has a drive sprocket. The drive sprocket is provided with a nut or a socket (a square drive socket is shown) for manually cranking the carriage 142 either to the far side 152 of the conveyor 106 path or home side 148 as shown in FIG. 23. That way, in case of temporary damage from a fork lift collision, the masts 140 can be moved to one side of the path of the conveyor 106 or other, the stack forming sub-station 100-II shown in FIG. 23 can be disabled, and trusses can still be passed past therethrough (past through stack forming sub-station 100-II), until after a given run of trusses, when there is opportunity to repair the truss stacking system 50, perhaps over a night shift or the like.

So the I-beam 168 might get struck and moved aside where the worker 134 decides it is no longer worthwhile operating that truss stacking station 100-II until things can be straightened out and tuned again. So the worker 134 operatively disables that truss stacking station 100-II (turns the electric power OFF), and then that worker 134 (or others) manually crank the masts 140 aside one way or the other, and fire up the truss stacking system 50 as a whole other than that truss stacking station 100-II.

FIG. 25 is an enlarged-scale elevational view of the detail XXV-XXV in FIG. 7. It shows the ground of the work yard 114, the mast 140, the carriage 142 and the electric-motor driven chain drive system 162 for elevating and lowering the bracket 158 and bunk 146 (not shown in this view) of the mast 140.

The electric-motor driven chain drive system 162 for elevating and lowering the bracket 158 and bunk 146 (not shown in this view) of the mast 140 has its own drive sprocket. The drive sprocket is provided with a nut or a socket (a square drive socket is shown) for manually cranking the bracket 158 and bunk 146 to a lowered position. That way, in case of temporary damage from a fork lift collision, the bunks 146 can be lowered below the elevation of the path of the conveyor 106, the stack forming sub-station 100-II shown in FIG. 23 can be disabled, and trusses can still be passed past therethrough (past through stack forming sub-station 100-II), until after a given run of trusses, when there is opportunity to repair the truss stacking system 50, perhaps over a night shift or the like.

Whereas FIGS. 24 and 25 show a manual wrench, this manual cranking of the respective drive sprockets in FIGS. 24 and 25 is likely to be performed by a power tool.

FIG. 26 is a side elevational view of a prior art apparatus for stacking wood roof trusses in accordance with prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995, and corresponding to FIG. 3 therein, showing one transporter thereof in a fully elevated and fully right extended condition, the disclosure of which patent document is incorporated herein by this reference thereto.

FIG. 27 hereof is a top plan view of FIG. 26 and corresponds to FIG. 4 of prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995.

FIG. 28 a side elevational view comparable to FIG. 26 of the prior art apparatus for stacking wood roof trusses in accordance with prior art document U.S. Pat. No. 5,468,118, dated Nov. 21, 1995, except with the transporter (transporter system?) exploded in part.

It is an aspect of the invention to overcome shortcomings and/or provide advantages over the prior art.

The bunks travel outbound and inbound on carriages on a “V” track which is much more trouble free than scissor jacks.

The festoon system provides a better means of providing power and control to the system drive motors as well as puts the drive motors and sprockets on the ‘home’ side of the I-beams, but the ‘away’ side away from motorized traffic from the fork lifts and tractor trucks and trailers. This also is an advantage in part to a single side truss stacking system 50. That is, the truss stacking system 50 does have a ‘protected’ and/or ‘away’ side from the motorized traffic, and that is the home side 148. The prior art has a lot of its mechanical parts extended a lot further into harms way. A little bend in any of the six (6) links of the transport system, or any of the eight (8) legs of the four (4) scissor jacks, and not only is that stacker station knocked off line but the bent part will likely have to be replaced. Not only that, but if a fork lift collides with any one of those fourteen (14) vulnerable slender members, further forced operation of the prior art stacker is likely to cause the one bent member to put bends and strains in the other thirteen (13) slender members.

The truss stacking system 50 only includes mechanical and electrical components, but no hydraulics which are a problem operating in colder climates plus has hoses which have a problem with leaks and are a tripping hazard.

The structure is such that can the truss stacking system 50 as a whole can continue to be in service of truss production equipment if there is an individual truss stacking station 100-N breakdown.

The truss stacking system 50 design enables attaining a thirty second cycle time, in hot weather or cold. It is faster than scissor jack cycle time, and is not sluggish in cold weather.

There are fewer wear points (ie., no fulcrum points in scissor lift and bearings in telescoping transporter system) for longer life.

The invention having been disclosed in connection with the foregoing variations and examples, additional variations will now be apparent to persons skilled in the art. The invention is not intended to be limited to the variations specifically mentioned, and accordingly reference should be made to the appended claims rather than the foregoing discussion of preferred examples, to assess the scope of the invention in which exclusive rights are claimed. 

We claim:
 1. A method of stacking trusses in a work yard by elevating a selected truss off a roller conveyor and depositing the selected truss onto a laterally-spaced stacking sub-station; comprising the steps of: conveying a series of trusses on the roller conveyor to transit longitudinally in a downline direction in a transit plane and along a transit path laterally between a home side for the roller conveyor and a far or stack-forming side for the roller conveyor; providing at least two independent traveling carriers, each having a travel path out and back between a home position and a spaced away stack-forming position, which travel path is generally transverse to the transit path of the main conveyor; further providing each carrier with a dedicated independent electric-motor driven carrier-drive system for driving the respective carrier out and back between an outbound trip to the respective stack-forming position and an inbound trip to return to the respective home position; moreover providing each carrier with a dedicated independent bunk elevator, each bunk elevator extending from a lower end carried by the respective carrier and an upper end above the transit plane; installing the carriers such that the respective travel path for each carrier has the respective bunk elevator therefor traveling between spaced rollers of the roller conveyor and laterally-through the transit plane; providing each bunk elevator with a vertically-traveling laterally-elongated bunk cantilevered by a home-side end to the respective bunk elevator and extending to a spaced away far or stack forming-side end, which bunks are arranged generally transverse to the transit path of the roller conveyor; further providing each bunk elevator with a dedicated independent electric-motor driven bunk-drive system for elevating and lowering the respective bunk therefor between upper and lower extremes above and below the transit plane respectively; and automating not only the independent electric-motor driven carrier-drive systems to work in tandem but also the independent electric-motor driven bunk-drive systems to work in tandem to lift the selected truss off the roller conveyor and then transport sideways in the airspace over the transit plane and thereafter deposit on the stack-forming substation.
 2. The method for stacking trusses of claim 1, wherein: each electric-motor driven carrier-drive system comprises any of gear, sprocket, spindle, chain or cable; and each electric-motor driven bunk-drive system comprises any of gear, sprocket, spindle, chain or cable.
 3. The method for stacking trusses of claim 1, wherein: each electric-motor driven carrier-drive system comprises a chain and sprocket drive system; and each electric-motor driven bunk-drive system comprises a chain and sprocket drive system.
 4. The method for stacking trusses of claim 1, wherein: each bunk elevator proximate the respective lower end thereof has laterally-spaced home and far sides as well as longitudinally-spaced downline and upline sides; said method further comprising the step of providing a mounting of an electric motor for the respective electric-motor driven bunk-drive system on any of the home side, downline side or upline side below the transit plane.
 5. The method for stacking trusses of claim 1, wherein: each bunk elevator proximate the respective lower end thereof has laterally-spaced home and far sides; said method further comprising the step of providing a mounting of an electric motor for the respective electric-motor driven bunk-drive system on the home side of the respective lower end of the respective bunk elevator, below the transit plane.
 6. The method for stacking trusses of claim 1, wherein: the step of installing the carriers further comprises installing for each carrier with a dedicated laterally-elongated track extending between a home-side end and a far or stack-forming side end for the respective ride thereacross for the outbound and inbound trips thereof.
 7. The method for stacking trusses of claim 6, further comprising the steps of: providing each respective carrier and track with independent dedicated impediments to tip over events for the respective bunk elevator.
 8. The method for stacking trusses of claim 7, wherein: the independent dedicated impediments to tip over events for the respective bunk elevator comprise the respective track comprising longitudinally-spaced flanges and the respective carrier comprising longitudinally-spaced cam rollers rolling against an undersurface of the respective longitudinally-spaced flanges.
 9. The method for stacking trusses of claim 6, further comprising the steps of: mounting of an electric motor for the respective electric-motor driven carrier-drive system on the home side of the respective track.
 10. The method for stacking trusses of claim 9, wherein: each bunk elevator proximate the respective lower end thereof has laterally-spaced home and far sides as well as longitudinally-spaced downline and upline sides; said method further comprising the step of providing a mounting of an electric motor for the respective electric-motor driven bunk-drive system on any of the home side, downline side or upline side below the transit plane.
 11. A method of stacking trusses in a work yard by elevating a selected truss off a roller conveyor and depositing the selected truss onto a laterally-spaced stacking sub-station; comprising the steps of: conveying a series of trusses on the roller conveyor to transit longitudinally in a downline direction in a transit plane and along a transit path laterally between a home side for the roller conveyor and a far or stack-forming side for the roller conveyor; providing at least two independent traveling carriers, each having a travel path out and back between a home position and a spaced away stack-forming position, which travel path is generally transverse to the transit path of the main conveyor; further providing each carrier with a dedicated independent carrier-drive system for driving the respective carrier out and back between an outbound trip to the respective stack-forming position and an inbound trip to return to the respective home position; moreover providing each carrier with a dedicated independent bunk elevator, each bunk elevator extending from a lower end carried by the respective carrier and an upper end above the transit plane; installing the carriers such that the respective travel path for each carrier has the respective bunk elevator therefor traveling between spaced rollers of the roller conveyor and laterally-through the transit plane; providing each bunk elevator with a vertically-traveling laterally-elongated bunk cantilevered by a home-side end to the respective bunk elevator and extending to a spaced away far or stack forming-side end, which bunks are arranged generally transverse to the transit path of the roller conveyor; further providing each bunk elevator with a dedicated independent bunk-drive system for elevating and lowering the respective bunk therefor between upper and lower extremes above and below the transit plane respectively; and automating not only the independent carrier-drive systems to work in tandem but also the independent bunk-drive systems to work in tandem to lift the selected truss off the roller conveyor and then transport sideways in the airspace over the transit plane and thereafter deposit on the stack-forming substation.
 12. The method for stacking trusses of claim 11, wherein: the step of installing the carriers further comprises installing for each carrier with a dedicated laterally-elongated track extending between a home-side end and a far or stack-forming side end for the respective ride thereacross for the outbound and inbound trips thereof.
 13. The method for stacking trusses of claim 12, further comprising the steps of: providing each respective carrier and track with independent dedicated impediments to tip over events for the respective bunk elevator.
 14. The method for stacking trusses of claim 13, wherein: the independent dedicated impediments to tip over events for the respective bunk elevator comprise the respective track comprising longitudinally-spaced flanges and the respective carrier comprising longitudinally-spaced cam rollers rolling against an undersurface of the respective longitudinally-spaced flanges.
 15. A method of stacking trusses in a work yard by elevating a selected truss off a roller conveyor and depositing the selected truss onto a laterally-spaced stacking sub-station; comprising the steps of: conveying a series of trusses on the roller conveyor to transit longitudinally in a downline direction in a transit plane and along a transit path laterally between a home side for the roller conveyor and a far or stack-forming side for the roller conveyor pausing a pair of independently-operated laterally-traveling bunk elevators on the home side of the roller conveyor, each bunk elevator extending from an upper end to a lower end above and below the transit plane respectively; providing each bunk elevator with an independently-operated vertically-traveling laterally-elongated bunk cantilevered by a home-side end to the respective bunk elevator and extending to a spaced away far or stack forming-side end; pausing each bunk in a lower position below the transit plane; timing an operation of the pair of bunks with the transit of the selected truss to be driven vertically up each's respective bunk elevators, timed for working in tandem, and elevating from the lower position, up between spaced rollers, and elevating the selected truss in airspace above the transit plane, thereby suspending any further downline transit of the selected truss; timing an operation of the pair of bunk elevators to travel a laterally-outbound trip between the same spaced rollers, from the home side to the stack-forming side, with the selected truss traveling sideways in airspace above the transit plane, which bunk elevators are timed for working in tandem.
 16. The method for stacking trusses of claim 15, wherein: the step of timing an operation of the pair of bunks further comprises timing the bunks elevation to be elevationally coplanar with each other in the airspace above the transit plane.
 17. The method for stacking trusses of claim 15, wherein: the step of timing an operation of the pair of bunk elevators further comprises timing the outbound travel of the bunk elevators such that bunk elevators travel through the transit plane on a common upline-downline axis.
 18. The method for stacking trusses of claim 15, wherein: the step of timing an operation of the pair of bunk elevators further comprises timing the outbound travel of the bunk elevators to travel at the same speed.
 19. The method for stacking trusses of claim 15, further comprising the steps of: installing for bunk elevator a dedicated laterally-elongated track below the transit plane and extending between a home-side end and a far or stack-forming side end; riding the respective bunk elevator across the respective track therefor for the respective outbound and inbound trip thereof; and providing each respective bunk elevator and track with independent dedicated impediments to tip over events for the respective bunk elevator.
 20. The method for stacking trusses of claim 19 wherein: the independent dedicated impediments to tip over events for the respective bunk elevator comprise the respective track comprising longitudinally-spaced flanges and the respective bunk elevator comprising longitudinally-spaced cam rollers rolling against an undersurface of the respective longitudinally-spaced flanges. 